Locomotive drifting-valve.



W. J. SAXON.

LOOOMOTIVE DRIPTING VALVE.

APPLIOATION FILED SEPT. 6, 1913, 199593 1 Patented May 5, 1914.

2 SHEETS-SHEET 1.

WIT/V5885? INVENTOR W. J. SAXON.

LOGOMOTIVB DRIFTING VALVE.

APPLICATION FILED SEPT. e, 1913.

1,095,931 Patented May 5, 1914.

2 SHEETS-SHEET 2.

WITNESSES INVENTOR j I m; W ATTORNEYS WILLIAM J. SAXON, 0F PAEEBSGN, NEW JERSEY;

LOCOMOTIVE DRIFTING-V AIJVE.

Specification of Letters Patent.

Patented May 5, 1914.

Application filed September 8, 1cm. Serial m1. recess.

To all whom it may concern:

Be it known that I, WiLLIAM J. Saxon,

a citizen of the United States, and a reel-- dent of Paterson, in the county of Passaic and State of New Jersey, have invented a new and Improved Locomotive Drifting- Valve, of which the following is a full, clear, and exact description.

Among the principal objects which the present invention has in view are: to provide means to automatically supply the. cylinder and steam chest of locomotivps with saturated steam, to avoid the drying and. sudden cooling incident to the heat of the superheated steam, and the vacuum formed by the reciprocation of the piston of the cylinder; to provide means whereby the throw of the piston of a cylinder, and the parts connected therewith, is cushioned after the determination of the ower steam supply in said cylinder; an to simplify the construction of the mechanism constituting the drifting valve.

In the drawings, Figure 1 is a vertical section of the preferred form of a valve constructed and arranged in accordance with the present invention, and shown in conjunction with a locomotive cylinder and steam-chest therefor; Fig. 2 is a vertical. section of a modified form of the valve. Fig. 3 is a vertical section of a modified form of the valve, showing means operated by the running gear of the locomotive, for opening the valve.

Heretofore, engines of the locomotive type having a reciprocating iston have employed in conjunction witi the cylinder therefor, some form of relief or intake valve adapted to break or avoid the formation of vacuums at opposite ends of the cylinders. Since the introduction of high-pressure superheat'ed steam to this service, the employment of such valves has proved objectionable, due to the fact that the residual heat in the-metal of the cylinder burns or carbonizes the gases contained therein, destroys the lagging of the cylinder, andby too rapid radiation, cracks the inner lining of the cylinder, and destroys the packing or lubrication of the piston. To overcome these ob jections is the office of the present inven-. tion, wherein provlsion is made to employ an auxiliary supply of steam preferably saturated and taken from the body of the boiler, or the primary dome thereof. The

' saturated steam, to which reference has been made, is supplied by the pipe 5, though the pressure of the saturated steam is much below the pressure of the superheated steam in boilers of this character. I provide a con ventional reducin valve 6, disposed in service intermediate t e boiler and the chamber 'i of the auxiliary valve casing 8. The casmg 8 is constructed to form a seat for the valve 9.

The casing 8 is mounted directl upon the steamchest 11. The chamber of said casing, below the valve 9, is in open communication at all times with said steam-chest. The valve 9 i'sconnected by means of a stem 16, with a piston 15. The casing 8 is divided intermediate its ends by a partition, wherein is formed a seat for the valve 9. The area of the portion of the valve nor mally exposed to the pressure of the steam in the pipe 5 is much less than the area of the piston 15, likewise exposed to the pressure of the steam delivered by the pipe 5 to the chamber 7 between said valve and said piston. Above the piston 15, the easing 8 IS plierced to form. an orifice 32, through which is e atmos heric air is admitted into the interior of t e casing 8.

With a valve constructed and arranged as described, and as shown in the accompanying drawings, theoperation is as follows Darin a service period of the locomotive when t e high-pressure steam is resent in the steam-chest 11 and cylinder 0 the locomotive, it passes into the casing 8 below the valve 9, and seats the same firmly, boring the passage of the superheated steam therethrough. When the superheated or power steam is cut off, and the engine is permitted to drift, the vacuum produced within the cylinder and the chest 11 permits the atmospheric pressure to operate on the piston 15, to overcome the surplus pres sure of the saturated steam in the cham er 7 and to open the valve 9. Thereafter, the saturated steam supplied by the ipe 5 is fed to the chest 11 and cylinder, lu ricating the latter and preventing the objectionable cooling thereof. The vacuum produced by the movement of the driving piston of the engine, in the cylinder therefor, maintains the valve in open position. When the progress of the engine is arrested, the vacuum Kdetermines, and the unbalanced pressure of the steam within the chamber 7 u on the piston 15 and'the valve 9 lifts sai piston 15, and with it the valve 9 until the latter of the invention is shown, the modification consisting in providing a bell 33, wherein is formed a spider 34L centrally pierced to hold the valve stem 16. In the present modified form, the valve 9 is normally seated by a spiral spring 35. The spring 35 is wrapped about the stem 16, between the spider 3 .1. and the flange nut 36 which is secured at the upper end of said stem. The spring 35 is made sufliciently strong to close the valve 9 against the pressure of the steam in the pipe 5 under normal conditions, but not sufficiently stron to hold the same closed against the ad ed pull of the vacuum on the valve 9.

The operation of the modified form of the valve differs from that shown in Fig. 1 of the drawings only in that the spring 35 lifts the'valve 9 to its seat inside of the piston 15 performin that function.

In the mo ified form shown in'Fig. 3 of the drawings, the valve 9 is normally held on its seat, as shown in the drawings, by the 'spring 35. The pipe 10 connects the steam-chests 11 on both sides of the locomotive, thereb requiring only one drift-in valve. T e check valves 12 are normal y closed by the spring 13, to prevent the admission of the su erheated steam to said drifting valve. 1811 employing the spring 13, to prevent the admission of the modified form of drifting valve now de scribed, a branch pipe 14 is used, which opens into the casing 8, above the valve 9, to supply the ipe 10 and steam-chests connected therewith when the said valve is removed from its seat by the pressure of the air in the chamber 18 on the piston 15. The valve 9 and piston 15 are rigidly connected by the stem 16.

It is to unseat the valve 9, and to open the passage for the saturated steam when the superheated or power steam is throttled, that I provide the air pump having the cylinder 17. The cylinder 17 is operatively connected with the chamber 18 by the pipe 19. The cylinder 17 is provided, adjacent the outer end, with a series of perforations 20. The perforations 20 are removed from the outer end of the cylinder 17 a distance to allow for the interposition of the plunger head ofthe air pump. The stem 22 is rigidly connected with the said plunger, and is provided with a head 23 to receive the impact of a bracket 24 which in service is suitably mounted on the cross-head of the piston rod of the locomotive. The cylinder 17 is suitably secured to the race bars for the said cross-head, the disposition of the said cylinder on the bracket 24 being regulated to give the desired stroke to the plunger head 21 within the cylinder 17. The head 21 is retracted to its initial or normal position, by means of a spiral spring 25, in which position the perforations 20 are exposed, and the cylinder 17 takes air.

To cushion the blow incident to the engagement of the bracket 24 with the head 23 of the stem 22, I provide a cushion block 26. The block 26 is held within the end of the stem 22, the stem being hollowed to re ceive said block and a cushion spring 27 which normally holds the block 26 in extended position. When now, the bracket 24: strikes the block 26 before completely compressing the spring 27 the force employed in accomplishing this starts the movement of the plunger head 21 and the stem 22. When the bracket 24 engages the head 23 of the stem 22, the inertia of the plunger head and stem has been overcome, and thus the shock of the blow imparted to the stem 22 and parts connected therewith is avoided.

After the plunger head 21 passes the perforations 20, the air in the cylinder 17 is trapped, to be forced therefrom into the pipe 19 past the check valve 28. The pi e 19 is preferably provided with an equa izing globe 29, whereby the pressure of the air in the pipe 19 is malntained. The pressure calculated for storage in the ipe 19 and globe 29 is such as, when exerte on the piston 15 in the caslng 8, should overcome the pres sure of the low power or saturated steam in the chamber 7, whenever the added ressure of the superheated steam delivered by. the

pipe 10 is discontinued. Due to the disposition of the cylinder 17 and bracket 24, and the connection thereof with the operating parts of the locomotive engine, the air pump of which the said cylinder forms a part is continuously operating while the locomotive is moving. To maintain a constant pressure, a blow-01f or relief valve 30 of conventional form is provided in the said pipe.

When a locomotive is equipped with a drifting valve constructed and arranged as above described, the operation is as follows :When the engineer throttles thehigh pressure steam produced by the power cylinder, the suction of the vacuum 1n the pipe 10 draws the-piston 15 to unseat the valve 9. The low pressure or saturated steam held in the pipe 5 passes through the port of the valve 9 to the pipes 1 2 and 10, entering the steam-chests 11 opening the valves 12. If

the brakes are applied and the engine brought to a standstill, the pumping ofthe cylinder 17 determines.- Immediately the pressure in the pipe 19 and chamber 18 is lost, and the spring 35 and the pressure of the saturated or low-pressure steam, lifts the valve 9 to its seat, the said valve having, during the interim above described, been supported by the pedestal 31 within the said chamber and in approximation to the valve.

From the foregoing, it will be seen that, when the high-pressure steam is throttled and the locomotive permitted to run, the valve 9 is automatically opened, and that steam for lubrication, and purposes other than power, is admitted to the cylinders of the locomotive; also, that when the locomotive is brought to a stand, the lubrication supply of steam automatically determines.

Claims.

1. In combination with an engine embodying a relatively high-pressure steam supply, a'relatively low-pressure steam supply, a power cylinder operatively connected with said high-pressure steam supply, and a piston reciprocatively mounted in said cylinder; a valve casing having separated port openings, one of said port openings being operatively connected with said low-pressure steam supply, and the other of said port openings being operatively connected with said cylinder; a valve,operable to close the communication between said ports; means normally disposing said valve in closed relation to said ports; and means operable by said piston for disposing said valve in open relation to said ports, for supplying said cylinder with low-pressure steam.

2. In combination with an engine embodying a relatively high-pressure steam supply,

a relatively low-pressure steam supply, a power cylinder operatively connected with said high-pressure steam supply, and a piston reciprocatively mounted in said cylinder; a valve casing having separated port openings, one of said port openings being operatively connected with said low-pressure steam supply, and the other of said port openings being operatively connected with said cylinder; a valve operable to close the communication between said ports; means normally disposing said valve in closed relation to said ports; and means operable by said piston for relatively increasing air pressure at one side of said valve to dispose the same in open relation to said ports.

3. In combination with an engine embodying a relatively high-pressure steam supply,

a relatively low-pressure steam supply, a power cylinder operatively connected with said high-pressure steam supply, and a piston reciprocatively mounted in said cylinder; a valve casing having separated port openings, oneof said port openings being operatively connected with said low-pressure steam supply, and the other of said port openings being operatively connected with said cylinder; a valve operable to close the communication between said ports;'means normally disposing said valve in closed rela- 7o tion to said ports; and means operable by sald piston for producing an air pressure on said "alve to dispose the same 1n open relation to said ports.

4. An apparatus as characterized, embodying a cylindrical casing having an inlet port and an outlet port, said ports being spaced apart; a valve operable for closing the passage between said ports; a seating member for said valve rigidly connected therewith and normally disposed at the opposite side of said inlet port, said member having a relatively large exposed area; and means for admitting fluid under pressure to said cylinder through said inlet port between said valve and said seating member, the pressure of said fluid being simultaneously exerted upon said valve and the seating member therefor.

5. An apparatus as characterized, comprising a valve casing embodying a valve seat having a relatively small opening, and inlet and outlet ports disposed at opposite sides of said seat; a closure valve for said seat; a piston rigidly connected with said 5 valve and operably disposed in said casing at the side of the inlet port thereof opposite to that occupied by said seat; means for supplying steam to said casing through said inlet port between said piston and said closure valve; and means operatively connected with said casing and the outlet port thereof, for rarefying the air below said seat.

6; An apparatus as characterized, comprising a'valve casing embodying a valve seat having a relatively small opening, and inlet and outlet ports disposed at opposite sides of said seat; a closure valve for said seat; a piston rigidly connected with said valve and operably disposed in said casing at the side of the inlet port thereof opposite to that occupied by said seat; means for supplying steam to said casing through said inlet port between said piston and said closure valve; and means for forming a suc- 5 tion in said casing between said valve and said outlet port. 7

7. An apparatus as characterized, embodying a cylindrical casing having an inlet port, an outlet port, and a relatively reduced 2o passage interposed between said ports; aclosure valve for said passage; a piston movably mounted in said casing and rigidly connected with said valve in spaced relation, said piston and valve being disposed 1 5 at opposite sides of said inlet port; means for introducing expanding steam into said casing through said inlet port; and means for rarefying the fluid medium in said casing between said valve and said outlet port. 1 0

8. An apparatus as characterized, embodying a casing having an inlet chamber and an outlet chamber, said chambers having an inlet port and an outlet port, respecand a piston rigidly mounted on said stem, at the end thereof.

In testimony whereof I have signed my name to this specification in the presence of 5 tively, and said chambers being separated by two subscribing Witnesses.

a partition having a relatively reduced C0111- municating passage; a closure valve for said passage, having a stem rigidly mounted thereon to extend into said inlet chamber to 10 the opposite side of the inlet port thereof;

WILLIAM J. SAXON.

Witnesses:

E. F. MURDooK, G. H. EMSLIE.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. G. 

